EP0098594A2 - A method and apparatus for controlling the sound field in a vehicle cabin or the like - Google Patents
A method and apparatus for controlling the sound field in a vehicle cabin or the like Download PDFInfo
- Publication number
- EP0098594A2 EP0098594A2 EP83106575A EP83106575A EP0098594A2 EP 0098594 A2 EP0098594 A2 EP 0098594A2 EP 83106575 A EP83106575 A EP 83106575A EP 83106575 A EP83106575 A EP 83106575A EP 0098594 A2 EP0098594 A2 EP 0098594A2
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- European Patent Office
- Prior art keywords
- vibration
- engine
- circuit
- sensing
- structural panels
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
- G10K11/1787—General system configurations
- G10K11/17879—General system configurations using both a reference signal and an error signal
- G10K11/17883—General system configurations using both a reference signal and an error signal the reference signal being derived from a machine operating condition, e.g. engine RPM or vehicle speed
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
- G10K11/1781—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions
- G10K11/17821—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions characterised by the analysis of the input signals only
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
- G10K11/1781—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions
- G10K11/17821—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase characterised by the analysis of input or output signals, e.g. frequency range, modes, transfer functions characterised by the analysis of the input signals only
- G10K11/17823—Reference signals, e.g. ambient acoustic environment
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
- G10K11/1785—Methods, e.g. algorithms; Devices
- G10K11/17853—Methods, e.g. algorithms; Devices of the filter
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
- G10K11/175—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound
- G10K11/178—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effects; Masking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
- G10K11/1787—General system configurations
- G10K11/17873—General system configurations using a reference signal without an error signal, e.g. pure feedforward
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
- G10K2210/10—Applications
- G10K2210/128—Vehicles
- G10K2210/1282—Automobiles
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
- G10K2210/30—Means
- G10K2210/301—Computational
- G10K2210/3033—Information contained in memory, e.g. stored signals or transfer functions
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
- G10K2210/30—Means
- G10K2210/301—Computational
- G10K2210/3039—Nonlinear, e.g. clipping, numerical truncation, thresholding or variable input and output gain
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
- G10K2210/30—Means
- G10K2210/301—Computational
- G10K2210/3045—Multiple acoustic inputs, single acoustic output
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- G—PHYSICS
- G10—MUSICAL INSTRUMENTS; ACOUSTICS
- G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
- G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
- G10K2210/30—Means
- G10K2210/321—Physical
- G10K2210/3227—Resonators
Definitions
- the present invention relates generally to a sound field control system and more specifically to a sound field control system which is adapted to control resonance noise produced in an enclosed space such as the cabin or passenger compartment of an automotive vehicle or the like.
- the rigid panels such as floor panel, windows, door panels,roof panel or panels etc., which define the rigid cabin structure, when subjected to given vibrational excitement tend to vibrate in a manner that the cabin acts as a resonance chamber and produces a resonance or so called "booming" noise therein upon the frequency of the applied vibration reaching given levels.
- Fig. 1 of the drawings shows an arrangement (disclosed in Japanese Patent Application Pre Publication Sho 48-82304) for actively suppressing noise produced in an enclosed space in response to the operation of a blower device associated therewith.
- a microphone 1 is disposed in the duct 2 interconnecting the blower 3 and the outlet port 4 and arranged to detect undesirable noise.
- a circuit 5 connected with the microphone 1 appropriately shifts the phase of the signal outputted by the microphone 1 and applies an energizing signal to a speaker 6 also disposed in the duct 2.
- the sound waves produced by the speaker 2 are such as to cancel the waves which would otherwise produce an undesirable noise and thus silences the operation of the device.
- the invention features an arrangement wherein the major resonance noise inducing engine vibration component is determined (by sensing the ignition pulses produced by the engine ignition system) and compared with pre-stored data to ascertain if cabin resonance is apt to occur.
- counter vibrations are produced by a vibration generating device such as an audio speaker or speakers.
- the load on the engine e.g. throttle valve position, induction vacuum or the like
- the gear ratio in which the transmission is operating and the number of passengers in the vehicle may also be sensed to determine the need for the counter vibration.
- the present invention takes the form of a method of controlling the sound field in a space defined by structural panels, comprising the steps of: (a) sensing the magnitude of a parameter upon which the tendency for the structural panels to vibrate and produce noise in the space is dependent, (b) producing a signal indicative of the sensed magnitude, (c) comparing the signal in a circuit containing pre-compiled data, and (d) producing a vibration within the space in accordance with the comparison of the signal with the data in a manner to cancel the sound produced by the vibration of the structural panels.
- FIG. 3 an example of the resonance noise which tends to occur within a vehicle cabin is shown graphically.
- the data shown was recorded using a vehicle equipped with a four cylinder four cycle engine operated with the transmission associated therewith in a direct drive gear ratio and with the throttle wide open.
- the resonance noise (curve “A") is dependent on engine speed (or more specifically the vibration produced by thereby - curve “B") and tends to maximize in the engine speed range of 2100 to 2700 RPM.
- the major resonance inducing vibration produced by the engine is the so called “secondary vibrational component” (due to the two combustions per revolution of the crankshaft).
- the resonance noise (broken line curve) in fact closely parallels the vibration (solid line curve).
- a control unit 12 which includes a memory in which predetermined data is stored and which, upon the engine speed reaching a level or levels at which resonance occurs, appropriately outputs an energizing signal to a speaker 14.
- the resonance characteristics vary with the size, shape and construction of the vehicle cabin and thus must be determined individually for each type and/or model of vehicle.
- Fig. 5 shows an arrangement suitable for determining the above mentioned characteristics.
- a microphone 16 is mounted within the vehicle cabin or compartment 18 and arranged to supply an input signal via an amplifier 20 and a filter 22 to a phase adjusting circuit 24.
- This circuit 24 receives inputs from an engine speed sensor 10 (for example the engine distributor) via a wave shaper 28, and from an oscillator 30.
- the engine speed signal may be advantageously tapped off from the primary side of the ignition coil as this varies with the number of engine cylinders of the engine and therefore the predominant resonance inducing vibration produced by same.
- the variation of the cabin noise with engine speed is determined to ascertain the range of engine speed over which resonance occurs in the particular type or model of vehicle under examination.
- the major resonance occurs within the engine speed range of from 2100 to 2700 RPM and accordingly it is necessary to record data within this range only.
- the engine speed is raised until resonance noise is produced. This speed in the instant example may be 2400 RPM at which the maximum noise occurs.
- the output of oscillator 30 is adjusted until the output S2 thereof matches the input S1 from the wave shaper 28.
- phase adjusting circuit 24 and a level adjusting circuit 25 are adjusted until the input from the microphone 16 reaches a minimum value.
- the frequency of the signal S2, the change in phase induced by the phase adjusting circuit 24 and amplification of the signal by the level adjusting circuit 25 are recorded.
- suitable control data may be compiled from an engine speed at which resonance begins to that at which it terminates.
- the data obtained using the above proceedure may be set into a suitable memory device such as a read only memory (ROM) of a micropressor, a function generator, or the like.
- ROM read only memory
- Fig. 6 shows a circuit in schematic block diagram form suitable for use in the first embodiment.
- an ignition pulse detector (engine speed sensor) 10 is connected to the control unit 12.
- the output (S1) of the ignition pulse detector 10 is fed to a first wave shaping circuit 32 which in turns outputs a signal (S1) to the parallel connected engine speed detecting circuit 34 and a second wave shaping circuit 36.
- the outputs of the just mentioned circuits 34, 36 (Viz., S1', S2) are fed to a phase adjusting circuit 38.
- a memory circuit 40 Connected in parallel with the engine speed detecting circuit 34 and the phase adjusting circuit 38 is a memory circuit 40 in which the required phase shift and intensity level required for each given engine speed are "recorded".
- this circuit 40 is connected to both the phase adjusting circuit 38 and a level adjusting circuit 42 which includes a power amplifier.
- the output of the level adjusting circuit 42 is fed to a speaker or speakers 44.
- the operation of the above described arrangement is such that the first wave shaping circuit 32 outputs a square wave signal S1', while the second wave shaping circuit 36 converts the square wave signal S1 * into a sinusoidal wave signal S2 similar to that produced by the oscillator 30 shown in Fig. 5.
- the phase adjusting circuit 38 receives an input from the memory circuit 40 indicative of the required phase shift and the phase of the signal received from the second wave shaping circuit 36 is shifted via time delay.
- the level of the output of the phase adjusting circuit 38 is varied in the level adjusting circuit 42 in response to the input data from the memory circuit 40 and subsequently used to energize the speaker or speakers 44.
- Fig. 7 shows in graphical form the reduction in resonance (indicated by the hatched zone "X") achieved by the first embodiment.
- Fig. 8 shows graphically the variation in resonance with load (with the transmission in direct drive).
- curve "A” when the throttle valve is closed (viz., the load on the engine is small) resonance tends not to occur.
- curve "B" is produced and varies with the major vibrational component produced by the engine (as shown by curve "C").
- curve "C” it has been found that only when the transmission is in a given gear or gears (for example direct drive) that resonance occurs.
- the speaker or speakers used to cancel the resonance noise may be energized during a mode of vehicle operation in which resonance is not in fact being produced and produce a noise of a similar nature.
- a second embodiment of the present invention features circuity as (functionally) shown in Fig. 9 wherein the engine speed, vehicle speed, induction vacuum and transmission gear position parameters are sensed.
- This arrangement includes circuitry similar to that of the first embodiment and further includes a vehicle speed sensor 50 and an intake vacuum sensor 52.
- the vehicle speed sensor 50 is connected to a gear position detection circuit 54 which receives an input from the first wave shaping circuit 34 (Viz, engine speed signal S1') in addition to that (S3) from the vehicle speed sensor.
- This circuit 54 may be of the type werein the gear position is calculated only on the basis of the vehicle speed and the engine speed and thus require no separate input. Disclosure relating to such a circuit may be found in copending US Patent application SN 302,296.
- the output (S4) of the intake vacuum sensor 52 is received by a vacuum detecting circuit 56.
- the outputs of the engine speed detecting circuit 34, the gear position detection circuit 54 and the vacuum sensor 52 via a vacuum level detecting circuit 58 are fed to an AND gate 60 which is connected to the memory circuit 40 in a manner that only when all of the conditions under which resonance noise is apt to occur are met (viz,. the engine speed and induction vacuum are within predetermined ranges and the transmission is in a predetermined position), the memory circuit 40 outputs the appropriate signals to the phase adjusting circuit 38 and the level adjusting circuit 42.
- Fig. 10 shows a third embodiment of the present invention wherein the memory circuit 100 contains data recorded at 50 RPM intervals over a range of 1000 to 1500 RPM (merely by way of example).
- the output of the AND gate 60 is arranged only to act as trigger to render the memory circuit 100 operative and the output of the engine speed detecting circuit 34 fed thereto separately.
- the memory circuit 100 advantageously takes the form of a ROM of a micropressor in which a plurality of suitable look-up tables or the like are stored.
- the floor panel has a limited rigidity the vibrational characteristics thereof are notably influenced by the number of passengers in the vehicle. Accordingly, it is possible according to the invention to place sensors or switches below the seats and use the number of passengers (and/or baggage etc) in the vehicle which influences the vibration of the floor panel as a parameter for determining the need for resonance noise control.
- the vehicle cabin is such that the resonance frequencies in the longitudinal direction, the lateral direction and the vertical directions thereof are different, (for example 70 to 90Hz, 120 to 140Hz and 130 to 150Hz respectively) it is possible to use directional microphones, record data for each of the three major directions and individually energize speakers disposed in the daspanel, the doors and the roof (for example) in a manner to selectively cancel the resonances in each of the aformentioned directions.
- a microcomputer having a ROM is the most suitable form of memory circuit for use with this embodiment due to the complexity of the data which must be compiled and stored.
Abstract
Description
- The present invention relates generally to a sound field control system and more specifically to a sound field control system which is adapted to control resonance noise produced in an enclosed space such as the cabin or passenger compartment of an automotive vehicle or the like.
- As is well known in the field of automotive engineering, the rigid panels such as floor panel, windows, door panels,roof panel or panels etc., which define the rigid cabin structure, when subjected to given vibrational excitement tend to vibrate in a manner that the cabin acts as a resonance chamber and produces a resonance or so called "booming" noise therein upon the frequency of the applied vibration reaching given levels.
- In an effort to prevent this phenonmenon occuring during frequently used modes of vehicle operation (e.g. cruising), various passive measures such as the inclusion of sound damping materials, thicker and more rigid elastomeric glass support members for the windshield and other windows of the cabin and the like, have been employed. However, these measures have met with only limited success and simultaneously caused a notable increase in weight and cost of the vehicle.
- Fig. 1 of the drawings shows an arrangement (disclosed in Japanese Patent Application Pre Publication Sho 48-82304) for actively suppressing noise produced in an enclosed space in response to the operation of a blower device associated therewith. In this arrangement a microphone 1 is disposed in the
duct 2 interconnecting theblower 3 and theoutlet port 4 and arranged to detect undesirable noise. Acircuit 5 connected with the microphone 1 appropriately shifts the phase of the signal outputted by the microphone 1 and applies an energizing signal to aspeaker 6 also disposed in theduct 2. As best seen in Fig. 2 of the drawings (which schematically illustrates the arrangement shown in Fig. 1), the sound waves produced by thespeaker 2 are such as to cancel the waves which would otherwise produce an undesirable noise and thus silences the operation of the device. - However, when such an arrangement has been applied to the cabin of an automotive vehicle, for example, the result acheived has not been satisfactory.
- It is an object of the present invention to provide an active noise suppressing system for a vehicle cabin which involves sensing a given parameter or parameters upon which the resonance noise in the cabin is dependent and producing, via comparison with pre-compiled data, a counter vibration which cancels the annoying noise.
- In brief the invention features an arrangement wherein the major resonance noise inducing engine vibration component is determined (by sensing the ignition pulses produced by the engine ignition system) and compared with pre-stored data to ascertain if cabin resonance is apt to occur. In the event that resonance is indicated counter vibrations are produced by a vibration generating device such as an audio speaker or speakers. In addition to the basic engine speed parameter, the load on the engine (e.g. throttle valve position, induction vacuum or the like) the gear ratio in which the transmission is operating and the number of passengers in the vehicle may also be sensed to determine the need for the counter vibration.
- More specifically, the present invention takes the form of a method of controlling the sound field in a space defined by structural panels, comprising the steps of: (a) sensing the magnitude of a parameter upon which the tendency for the structural panels to vibrate and produce noise in the space is dependent, (b) producing a signal indicative of the sensed magnitude, (c) comparing the signal in a circuit containing pre-compiled data, and (d) producing a vibration within the space in accordance with the comparison of the signal with the data in a manner to cancel the sound produced by the vibration of the structural panels.
- The features and advantages of the arrangement of the present invention will become more clearly appreciated from the following description taken in conjunction with the accompanying drawings in which:
- Fig. 1 is a sectional view of the prior art arrangement disclosed in the opening paragraphs of the present disclosure;
- Fig. 2 is a schematic representation of the basic concept upon which the arrangement shown in Fig. 1 is based;
- Fig. 3 is a graph showing in terms of vehicle cabin noise and engine speed, an example of the correspondence between the engine vibration and the resonance noise produced in the vehicle cabin or compartment.
- Fig. 4 is a schematic view of a first embodiment of the present invention;
- Fig. 5 is a schematic representation of an arrangement via which the data necessary for the active control may be derived;
- Fig. 6 is a diagram showing in function block diagram form, the circuitry of the first embodiment;
- Fig. 7 is a graph showing in terms of vehicle cabin noise and engine speed the reduction in resonance noise achieved by the first embodiment;
- Fig. 8 is a graph showing in terms of vehicle cabin noise and engine speed, an example of the resonance characteristics and the variation therein with engine load;
- Fig. 9 is a block diagram showing the circuitry of a second embodiment of the present invention; and
- Fig. 10 is a circuit diagram in block form of a third embodiment of the present invention.
- Turning now to Fig. 3, an example of the resonance noise which tends to occur within a vehicle cabin is shown graphically. The data shown was recorded using a vehicle equipped with a four cylinder four cycle engine operated with the transmission associated therewith in a direct drive gear ratio and with the throttle wide open.
- As will be appreciated, the resonance noise (curve "A") is dependent on engine speed (or more specifically the vibration produced by thereby - curve "B") and tends to maximize in the engine speed range of 2100 to 2700 RPM. In this instance the major resonance inducing vibration produced by the engine is the so called "secondary vibrational component" (due to the two combustions per revolution of the crankshaft). As shown, the resonance noise (broken line curve) in fact closely parallels the vibration (solid line curve). Hence, by monitoring the major vibrational component produced by the engine, it is possible to predict with some accuracy when the resonance noise is apt to be generated in a vehicle cabin or compartment.
- - Fig. 4 shows a first embodiment of the present invention. In this arrangement an
engine speed sensor 10 is arranged to output a signal to acontrol unit 12 which includes a memory in which predetermined data is stored and which, upon the engine speed reaching a level or levels at which resonance occurs, appropriately outputs an energizing signal to aspeaker 14. However, as will be appreciated the resonance characteristics vary with the size, shape and construction of the vehicle cabin and thus must be determined individually for each type and/or model of vehicle. - Fig. 5, shows an arrangement suitable for determining the above mentioned characteristics. In this arrangement a
microphone 16 is mounted within the vehicle cabin orcompartment 18 and arranged to supply an input signal via anamplifier 20 and afilter 22 to aphase adjusting circuit 24. Thiscircuit 24 receives inputs from an engine speed sensor 10 (for example the engine distributor) via awave shaper 28, and from anoscillator 30. It will be noted that the engine speed signal may be advantageously tapped off from the primary side of the ignition coil as this varies with the number of engine cylinders of the engine and therefore the predominant resonance inducing vibration produced by same. - In order to compile the required data, firstly the variation of the cabin noise with engine speed is determined to ascertain the range of engine speed over which resonance occurs in the particular type or model of vehicle under examination. In this instance (by way of example) the major resonance occurs within the engine speed range of from 2100 to 2700 RPM and accordingly it is necessary to record data within this range only. Next, in order to determine the required level and change in phase of the signal to be applied to the speaker, the engine speed is raised until resonance noise is produced. This speed in the instant example may be 2400 RPM at which the maximum noise occurs. At this time the output of
oscillator 30 is adjusted until the output S2 thereof matches the input S1 from thewave shaper 28. Subsequently, while using the only the S2 signal produced by theoscillator 30, thephase adjusting circuit 24 and a level adjusting circuit 25 (including a power amplifier) are adjusted until the input from themicrophone 16 reaches a minimum value. The frequency of the signal S2, the change in phase induced by thephase adjusting circuit 24 and amplification of the signal by thelevel adjusting circuit 25 are recorded. In the simplest case only one set of values may be recorded, however as will be readily apparent by incrementally increasing the engine speed and repeating the above mentioned proceedure suitable control data may be compiled from an engine speed at which resonance begins to that at which it terminates. The data obtained using the above proceedure may be set into a suitable memory device such as a read only memory (ROM) of a micropressor, a function generator, or the like. - Fig. 6 shows a circuit in schematic block diagram form suitable for use in the first embodiment. In this arrangement an ignition pulse detector (engine speed sensor) 10 is connected to the
control unit 12. The output (S1) of theignition pulse detector 10 is fed to a firstwave shaping circuit 32 which in turns outputs a signal (S1) to the parallel connected enginespeed detecting circuit 34 and a secondwave shaping circuit 36. The outputs of the just mentionedcircuits 34, 36 (Viz., S1', S2) are fed to aphase adjusting circuit 38. Connected in parallel with the enginespeed detecting circuit 34 and thephase adjusting circuit 38 is amemory circuit 40 in which the required phase shift and intensity level required for each given engine speed are "recorded". As shown, thiscircuit 40 is connected to both thephase adjusting circuit 38 and alevel adjusting circuit 42 which includes a power amplifier. The output of thelevel adjusting circuit 42 is fed to a speaker or speakers 44. - The operation of the above described arrangement is such that the first
wave shaping circuit 32 outputs a square wave signal S1', while the secondwave shaping circuit 36 converts the square wave signal S1* into a sinusoidal wave signal S2 similar to that produced by theoscillator 30 shown in Fig. 5. In response to the engine speed signal S1' from the enginespeed detection circuit 34 thephase adjusting circuit 38 receives an input from thememory circuit 40 indicative of the required phase shift and the phase of the signal received from the secondwave shaping circuit 36 is shifted via time delay. The level of the output of thephase adjusting circuit 38 is varied in thelevel adjusting circuit 42 in response to the input data from thememory circuit 40 and subsequently used to energize the speaker or speakers 44. - Fig. 7 shows in graphical form the reduction in resonance (indicated by the hatched zone "X") achieved by the first embodiment.
- Fig. 8 shows graphically the variation in resonance with load (with the transmission in direct drive). As shown by curve "A" when the throttle valve is closed (viz., the load on the engine is small) resonance tends not to occur. However, as the load on the engine increases, for example to full throttle (wide open) resonance (curve "B") is produced and varies with the major vibrational component produced by the engine (as shown by curve "C"). Moreover, it has been found that only when the transmission is in a given gear or gears (for example direct drive) that resonance occurs. Thus, with the arrangement wherein only the engine speed is detected, the speaker or speakers used to cancel the resonance noise may be energized during a mode of vehicle operation in which resonance is not in fact being produced and produce a noise of a similar nature.
- Accordingly, a second embodiment of the present invention features circuity as (functionally) shown in Fig. 9 wherein the engine speed, vehicle speed, induction vacuum and transmission gear position parameters are sensed. This arrangement includes circuitry similar to that of the first embodiment and further includes a
vehicle speed sensor 50 and anintake vacuum sensor 52. Thevehicle speed sensor 50 is connected to a gearposition detection circuit 54 which receives an input from the first wave shaping circuit 34 (Viz, engine speed signal S1') in addition to that (S3) from the vehicle speed sensor. Thiscircuit 54 may be of the type werein the gear position is calculated only on the basis of the vehicle speed and the engine speed and thus require no separate input. Disclosure relating to such a circuit may be found in copending US Patent application SN 302,296. The output (S4) of theintake vacuum sensor 52 is received by avacuum detecting circuit 56. The outputs of the enginespeed detecting circuit 34, the gearposition detection circuit 54 and thevacuum sensor 52 via a vacuum level detecting circuit 58 are fed to an ANDgate 60 which is connected to thememory circuit 40 in a manner that only when all of the conditions under which resonance noise is apt to occur are met (viz,. the engine speed and induction vacuum are within predetermined ranges and the transmission is in a predetermined position), thememory circuit 40 outputs the appropriate signals to thephase adjusting circuit 38 and thelevel adjusting circuit 42. - Fig. 10 shows a third embodiment of the present invention wherein the
memory circuit 100 contains data recorded at 50 RPM intervals over a range of 1000 to 1500 RPM (merely by way of example). With this arrangement, the output of the ANDgate 60 is arranged only to act as trigger to render thememory circuit 100 operative and the output of the enginespeed detecting circuit 34 fed thereto separately. In this arrangement thememory circuit 100 advantageously takes the form of a ROM of a micropressor in which a plurality of suitable look-up tables or the like are stored. - Investigation has further revealed that, as the floor panel (in particular) has a limited rigidity the vibrational characteristics thereof are notably influenced by the number of passengers in the vehicle. Accordingly, it is possible according to the invention to place sensors or switches below the seats and use the number of passengers (and/or baggage etc) in the vehicle which influences the vibration of the floor panel as a parameter for determining the need for resonance noise control. Moreover, as the vehicle cabin is such that the resonance frequencies in the longitudinal direction, the lateral direction and the vertical directions thereof are different, (for example 70 to 90Hz, 120 to 140Hz and 130 to 150Hz respectively) it is possible to use directional microphones, record data for each of the three major directions and individually energize speakers disposed in the daspanel, the doors and the roof (for example) in a manner to selectively cancel the resonances in each of the aformentioned directions. In this instance a microcomputer having a ROM is the most suitable form of memory circuit for use with this embodiment due to the complexity of the data which must be compiled and stored.
Claims (13)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57118913A JPS599699A (en) | 1982-07-07 | 1982-07-07 | Control of sound field in chamber of automobile |
JP118913/82 | 1982-07-07 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0098594A2 true EP0098594A2 (en) | 1984-01-18 |
EP0098594A3 EP0098594A3 (en) | 1985-06-19 |
Family
ID=14748267
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP83106575A Withdrawn EP0098594A3 (en) | 1982-07-07 | 1983-07-05 | A method and apparatus for controlling the sound field in a vehicle cabin or the like |
Country Status (3)
Country | Link |
---|---|
US (1) | US4506380A (en) |
EP (1) | EP0098594A3 (en) |
JP (1) | JPS599699A (en) |
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GB2239577A (en) * | 1989-12-29 | 1991-07-03 | Nissan Motor | Active noise control system for automotive vehicle |
EP0454342A2 (en) * | 1990-04-25 | 1991-10-30 | Ford Motor Company Limited | An active noise cancellation apparatus |
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Cited By (43)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2203016A (en) * | 1986-10-07 | 1988-10-05 | Adaptive Control Ltd | Active sound control apparatus |
GB2201858A (en) * | 1986-10-07 | 1988-09-07 | Adaptive Control Ltd | Active noise control |
EP0342353A2 (en) * | 1988-05-18 | 1989-11-23 | Bayerische Motoren Werke Aktiengesellschaft | Arrangement for diminishing the noise level within a motor car |
EP0342353A3 (en) * | 1988-05-18 | 1991-03-20 | Bayerische Motoren Werke Aktiengesellschaft | Arrangement for diminishing the noise level within a motor car |
EP0410685A2 (en) * | 1989-07-24 | 1991-01-30 | Nissan Motor Co., Ltd. | System for reducing noise level in vehicular cabin |
EP0410685A3 (en) * | 1989-07-24 | 1992-09-23 | Nissan Motor Co., Ltd. | System for reducing noise level in vehicular cabin |
EP0415237A3 (en) * | 1989-08-31 | 1992-06-03 | Kabushiki Kaisha Toshiba | Active noise control apparatus for domestic appliance |
EP0415237A2 (en) * | 1989-08-31 | 1991-03-06 | Kabushiki Kaisha Toshiba | Active noise control apparatus for domestic appliance |
GB2239577A (en) * | 1989-12-29 | 1991-07-03 | Nissan Motor | Active noise control system for automotive vehicle |
US5245664A (en) * | 1989-12-29 | 1993-09-14 | Nissan Motor Company, Limited | Active noise control system for automotive vehicle |
DE4042116A1 (en) * | 1989-12-29 | 1991-07-11 | Nissan Motor | ACTIVE NOISE CONTROL SYSTEM FOR MOTOR VEHICLES |
FR2656719A1 (en) * | 1989-12-29 | 1991-07-05 | Nissan Motor | ACTIVE NOISE CONTROL SYSTEM FOR A MOTOR VEHICLE. |
GB2239577B (en) * | 1989-12-29 | 1994-08-03 | Nissan Motor | Active noise control system for automotive vehicle |
EP0454342A3 (en) * | 1990-04-25 | 1992-08-05 | Ford Motor Company Limited | An active noise cancellation apparatus |
EP0454342A2 (en) * | 1990-04-25 | 1991-10-30 | Ford Motor Company Limited | An active noise cancellation apparatus |
EP0470656A1 (en) * | 1990-08-10 | 1992-02-12 | General Motors Corporation | Method and apparatus for attenuating engine noise |
EP0479367A2 (en) * | 1990-10-04 | 1992-04-08 | General Motors Corporation | Method and apparatus for attenuating engine generated noise |
EP0479367A3 (en) * | 1990-10-04 | 1992-09-02 | General Motors Corporation | Method and apparatus for attenuating engine generated noise |
US5692052A (en) * | 1991-06-17 | 1997-11-25 | Nippondenso Co., Ltd. | Engine noise control apparatus |
EP0526111A3 (en) * | 1991-07-31 | 1994-06-08 | Fujitsu Ten Ltd | Automatic sound controlling apparatus |
US5649016A (en) * | 1991-07-31 | 1997-07-15 | Fujitsu Ten Limited | Automatic sound controlling method and apparatus for improving accuracy of producing a canceling sound |
US5404409A (en) * | 1991-07-31 | 1995-04-04 | Fujitsu Ten Limited | Adaptive filtering means for an automatic sound controlling apparatus |
EP0526111A2 (en) * | 1991-07-31 | 1993-02-03 | Fujitsu Ten Limited | Automatic sound controlling apparatus |
EP0539940A1 (en) * | 1991-10-31 | 1993-05-05 | NOKIA TECHNOLOGY GmbH | Active noise cancellation system |
EP0559962A2 (en) * | 1992-03-11 | 1993-09-15 | Mitsubishi Denki Kabushiki Kaisha | Silencing apparatus |
EP0559962A3 (en) * | 1992-03-11 | 1993-12-22 | Mitsubishi Electric Corp | Silencing apparatus |
GB2265277A (en) * | 1992-03-17 | 1993-09-22 | Fuji Heavy Ind Ltd | Noise reduction system for automobile compartment |
US5485523A (en) * | 1992-03-17 | 1996-01-16 | Fuji Jukogyo Kabushiki Kaisha | Active noise reduction system for automobile compartment |
GB2265277B (en) * | 1992-03-17 | 1996-07-24 | Fuji Heavy Ind Ltd | Noise reduction system for automobile compartment |
EP0568128A2 (en) * | 1992-04-29 | 1993-11-03 | General Motors Corporation | Noise attenuation system |
EP0568128A3 (en) * | 1992-04-29 | 1994-08-31 | Gen Motors Corp | |
EP0568127A3 (en) * | 1992-04-29 | 1994-07-13 | Gen Motors Corp | Noise attenuation system |
EP0568127A2 (en) * | 1992-04-29 | 1993-11-03 | General Motors Corporation | Noise attenuation system |
EP0578202A2 (en) * | 1992-07-06 | 1994-01-12 | Mazda Motor Corporation | Vibration damping system for vehicle |
EP0578202A3 (en) * | 1992-07-06 | 1995-09-20 | Mazda Motor | Vibration damping system for vehicle |
DE4333157A1 (en) * | 1992-09-29 | 1994-03-31 | Mazda Motor | Active vibration damping system for motor vehicle - with suppression stage in vibration generator drive control responsive to detected parameter level |
EP0625773A2 (en) * | 1993-05-21 | 1994-11-23 | Nippondenso Co., Ltd. | Engine noise control apparatus |
EP0625773A3 (en) * | 1993-05-21 | 1995-10-18 | Nippon Denso Co | Engine noise control apparatus. |
WO1995034446A1 (en) * | 1994-06-10 | 1995-12-21 | Stankiewicz Gmbh | Loading area lining with integral soundproofing |
US5979962A (en) * | 1994-06-10 | 1999-11-09 | Stankiewicz Gmbh | Load floor lining having integrated sound insulation |
GB2305328A (en) * | 1995-08-26 | 1997-04-02 | Fichtel & Sachs Ag | Controlling vibrations in a passenger compartment of a motor vehicle and detecting dfects in a motor vehicle |
US5748748A (en) * | 1995-08-26 | 1998-05-05 | Fichtel & Sachs Ag | Apparatus and method for influencing oscillations in the passenger compartment of a motor vehicle and apparatus and method for detecting defects in a motor vehicle |
ES2120370A1 (en) * | 1995-08-26 | 1998-10-16 | Fichtel & Sachs Ag | Apparatus and method for influencing oscillations in the passenger compartment of a motor vehicle and apparatus and method for detecting defects in a motor vehicle |
Also Published As
Publication number | Publication date |
---|---|
JPH04273B2 (en) | 1992-01-06 |
JPS599699A (en) | 1984-01-19 |
EP0098594A3 (en) | 1985-06-19 |
US4506380A (en) | 1985-03-19 |
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Designated state(s): DE FR GB |
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Owner name: NISSAN MOTOR CO., LTD. |
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Withdrawal date: 19870410 |
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Inventor name: MATSUI, SHINICHI |